Marine-engine governor.



I T. JACKSON. MARINE ENGINE GOVERNOR.

APPLICATION FILED DEC. 13, 1911.

04 1 9 1 L 3 Q 6 D m m .w a P name sTaTs PAT TQE.

THOMAS JACKSON, OF LONDON, ENGLAND, ASSIGNOR TO HIMSELF, AND ALLANRAMSAY, OF CHESHAM, FOLKESTONE, ENGLAND.

MARINE-ENGINE GOVERNOR.

intense.

Application filed December 13, 1911.

To all whom it may concern:

Be it known that I, Tr-IoirAs JAoKsoN, subject of the King of GreatBritain and Ireland, residing at 7 Milton Court road, New Cross, London,S. 13., England, have invented new and useful Improvements inMarine-Engine Governors, of which the following is a specification.

This invention relates to marine engine governors of that class in whicha gravity controlled device carried fore and aft on the ship is utilizedto control the operation of a power mechanism in which the atmosphericair is utilized as the power medium for actuating the throttle valve,and has for its objectthe provision of means whereby the action ofgoverning can be carried out in a simpler and more effective manner thanobtains with known apparatus and with practically no risk of derangementor stoppage of action from the usual conditions that obtain on boardship.

My invention consists in the provision of improved control meansconnected to the power mechanism by which the atmosphere is utilized asthe power medium enabling simple mechanism to be used for control lingpurposes, so that both double action and reversible effect can beobtained.

In order that this invention may be the better understood, I will nowproceed to describe the same in relation'to the accompanying drawing,reference being had to the letters and figures marked thereon.

Like letters refer to like parts in the various figures in which Figure1 is a diagrammatic view of my apparatus showing its various partsadjusted for head seas, the anticipator being in the normal position andthe connecting pipes being indicated in dotted lines for clearness. Fig.2 is a similar view to Fig. 1 but showing the anticipator in itsoperated position. Fig. 3 is a diagrammatic view of the apparatusadjusted for stern seas. Fig. 4 is a similar view to Fig. 3 but showingthe anticipator in its operated position.

To carry the invention into effect I use one of the well known forms ofgravity control gear or anticipator, in the example illustrated atiltable tube at having within it a mobile element, such as mercury 72is employed. The tiltable tube a is adapted to rock about the axis 0,suitable adjustable stops o and w being provided to limit Specificationof Letters Patent.

Patented Dec. 31,1912.

Serial No. 665,515.

such movement. The tube a is adjustably carried in a clip y providedwith an adjusting or tightening screw 00 in order that the position ofthe center of the tube relative to the axis 0 may be adjusted. The clipy carries rigidly attached to it a depending lever (Z. In proximity toand beneath the tube a a valve box 6 is disposed, in the body of which adouble piston valve f is adapted to slide. Attached to the double pistonvalve f is a rod 9 which is pivotally connected to the lever (Z, a slotbeing formed in the lever (Z to permit of radial freedom of action ofthe moving parts.

The valve box a is connected to a suction or exhausting device such asfor example, in the case of a steam plant, the condenser 92 by a pipe m,and by means of pipes h and z to a two-way reversing cook or valve 70,-the ends of the valve box 6 being left open in order to permit of freeentry of the atmosphere. The two-way cock is is connected to a cylinder9 by two pipes 0 and p and is provided with a plug Z in order that thepipes h and 2' may be connected up with the pipes 0 and 7) respectivelyor vice versa. The cylinder 9 is provided with a piston r and piston rod3 to which is attached a lever t rigidly connected to the shaft to ofthe throttle valve.

The operation of the device is as follows :-Referring to Fig. 1 it willbe seen that the tube a has been slid through the clip 3 to the right,the mercury I) being in the right hand end of the tube a which thereforerests upon the stop 4) and that the lever (Z has moved the double pistonvalve f to the left, also that the plug Z has been adjusted so as to putthe pipes 71 and 2' into connection with the pipes 0 and 7)respectively. Therefore the piston i will be drawn up to the top of thecylinder 9 by the vacuum acting through the pipes 0, h and m, the underside being open to the atmosphere through the pipes p and 2'. Assumingthat the head of the vessel is on the left side of the figure then theanticipator and two-way valve are adjusted for head seas; and while inthe posit-ion shown the throttle will be maintained open. Upon thepitching of the vessel the mercury 79 will flow through the tube a tothe left hand end as shown in Fig. 2 and cause the tube a to rock fromoff the stop 4) on to the stop to and move the double piston valve f tothe right. This action will put the stop end of the cylinder Q intocommunication with the atmosphere through the pipes 0 and it and theunder side into com munication with the vacuum through pipes p, 2' and mwhich action will cause the piston r to descend and through the rod alever 7' and shaft 24 to close the throttle which will be maintainedclosed until an opposite inclination of the vessel causes the tube a toresume its first position. In dealing with stern seas the tube a is slidthrough the clip y to the left and rests upon the stop to this will movethe double piston valve f to the right, (see Fig. 3) the plug Z must beadjusted so as to put the pipes 7L and 2' into connection with the pipes22 and 0 respectively the piston r will be again drawn up to the top endof the cylinder as in Fig. 1 by the action of the vacuum but through thepipes 0 2' and in while the under side is in communication with theatmosphere through the pipes p and h. The throttle will be maintainedopen in precisely the same manner as described for head seas. Upon hepitching of the vessel the valve 1 will be moved to the left by theaction of the mercury Z and will cause and. maintain the closure of thethrottle (Fig. l) in exactly the same manner as before shown in Fig. 2.

In order to provide for difference of submergence of the propeller dueto loading, the stops 1) and w are made adjustable, and r e adjusted soas to cause a greater angle to be passed through before operation whenthe vessel is loaded and a smaller angle when the vessel is light.

It is obvious that a pump driven from the engine and connected to asuitable reservoir may take the place of the condenser.

Having thus fully described my invention, I claim as new and desire tosecure by Let ter Patent Governing apparatus for marine engines,consisting ot a pivoted gravity controlled device, means for varying theposition of the controlling weight of said device to either one or otherside of the axis of movement of said device, an air valve operated bysaid gravity controlled device, said air valve alternately admitting airat atmospheric pressure and permitting the exhaustion of such air, apower cylinder and piston for operating the control. device of theengine, pipes leading from the two ends of the power cylinder to thesaid air valve, a reversing cock or valve, disposed intermediate of thesaid power cylinder and said air valve in the said pipes adapted tochange over the said relative connections at will and exhausting meansconnected to the said air valve substantially as described.

In testimony whereof I have signed my name to this specification in the)resence of two subscribing witnesses.

THOMAS JACKSON.

lVitnesses 2 RICHARD A. HOFFMANN, CHARLES J. R. BULLOUGH.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents Washington, D. 0.

